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Fowler 6 n.h.p. DNB Class 12 ton

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Fowler 6 n.h.p. DNB Class 12 ton - information: Fowler 6 n.h.p. DNB Class 12 ton is a very good car, that was released by "Fowler" company. We collected the best 8 photos of Fowler 6 n.h.p. DNB Class 12 ton on this page.

Brand Name Fowler
Model Fowler 6 n.h.p. DNB Class 12 ton
Number of views 17242 views
Model's Rate 5.8 out of 10
Number of images 8 images
Interesting News
  • Nissan NP300 Navara.

    Pickups are at the brawny end of the car scene, utility vehicles that used to have a rough and ready image, and the structure and driving characteristics to match. In recent times they have become a lot more civilised, with big advances in creature comfort and road-going behaviour. The latest of the breed, Nissan’s new NP300 Navara - the NP stands for Nissan Pickup - is a very good example of how far down that road pickups have progressed. It is a big vehicle at five and a half metres long, and its elevated chassis means that you still need to be a tall, strong bloke to enter the cab with ease: it’s rather a physical upward haul for those of us more vertically challenged. But once installed it’s something of a revelation. All the controls are pleasantly weighted and you don’t need beefy muscles to drive this latest generation of Navara. It has undergone a mechanical transformation, with the rather rustic leafspring suspension of the previous model now replaced by more sophisticated coil springs, while the previous 2.5-litre dCi engine has been superseded by a more efficient 2.3-litre dCi unit with either 161 or 188bhp power outputs. Both changes bring big benefits. The new Navara has taut and tidy handling, but without undue body lean, and it also rides impressively well with some of the most cushioned comfort of any of the current crop of modern pickups. Strong performance doesn’t come with a noise penalty, and refinement is very good indeed for a vehicle of this type. Gearbox choice is six-speed manual or a seven-speed automatic transmission, and both have well-spaced ratios and a slick action. There are two body styles, the King Cab that is popular in some other markets, with shorter, rear-opening back doors and a basic bench back seat, and the Double Cab that is generally preferred here in the UK and has four full-size conventional doors and fully comfortable back seats. There is nothing rustic about interior comfort, it is on a par with a well-appointed five-seater family hatchback. It’s amply spacious and not cramped. Cabin quality has taken a quantum leap forward over the old model, with tactile materials, an elegantly styled dashboard layout and a level of fit and finish that would not disgrace a prestige-nudging saloon. Large door pockets, some well-placed central cubbyholes and a handy dashboard-top tray means there are enough places to put all your on-the-move oddments. There are five grades of trim, starting with Visia and rising through Acenta, Acenta+, N-Connecta and topping out with Tekna. All versions come with a fair level of standard kit, including Bluetooth mobile phone connectivity, electric windows, cruise control, automatic headlights, electric door mirrors, LED rear lights, and air conditioning on all four-wheel-drive models. Move up the range to Acenta trim and 16-inch alloy wheels are fitted, as well as keyless entry and start and chrome embellishments. Acenta+ versions feature 18-inch alloy wheels, climate control, rear privacy glass, reversing camera, front fog lights, leather steering wheel and gearknob, as well as heated door mirrors with power folding. In N-Connecta trim, as tested, a seven-inch touchscreen navigation system is included, and there’s DAB digital radio and Bluetooth audio streaming, while choosing Tekna versions includes leather upholstery, roof rails, LED headlights and daytime running lights, rear parking sensors, a 360 degree camera system and heated and electric driver’s seat. A rear differential lock is optional on all models except the entrylevel Visia trim, while an electric sunroof is available on Tekna versions at extra cost. The new NP300 Navara shows how far pickups have come in recent years. From the outside this is still a large, beefy workhorse, albeit one with sleeker curves than before. From the inside, and in its driving manners, you could think yourself at the wheel of an upper-crust SUV. Nissan has done a good job of significantly upping its game with this one.
  • The science and silence of AMG.

    AMG chairman Tobias Moers has revealed to Wheels that AMG is shifting its focus away from power and on to sharper dynamics for its future models. This means the introduction of high-tech systems such as active aerodynamics, four-wheel steering and even a Drift Mode function as AMG moves into a new battleground in the war for performance car ascendency. AMG has long held a power advantage over its rivals at BMW’s M Division and Audi RS, and Moers says the focus is now on finessing how that prodigious grunt is sent to the road. “It’s not my target to be the most powerful car,” he said. “The target is to be the best driving car. The next step is to be more active, with more active systems like active aero, and to be more active with kinematics.” Moers revealed AMG is well advanced in developing a range of active systems, most of which will debut on the much-hyped road-legal version of the AMG GT3 racing car due later this year. Expected to be badged as the GT R, Moers says the Porsche 911 GT3 rival “will signal the next step for AMG.” It’s also likely to be the first AMG to utilise four-wheel steering. “We discussed active technology earlier, and this will be one of those systems,” Moers told us. “It will help to increase high-speed stability, yaw damping at high speed, and you can increase agility in the car as well. It’s good technology.” The GT R, which is in the final stages of development, takes heavy inspiration from the GT3 racer (pictured) and will include a more aggressive, track-inspired body kit, dominated by a larger rear spoiler and front splitter. Moers hinted this makes the GT R the ideal model to debut active aerodynamic components to improve dynamics. The GT R will also be lighter than the 1570kg AMG GT S, boast wider tracks front and rear, and could produce as much as 415kW from its 4.0-litre twin-turbo V8. Moers wouldn’t be drawn on the GT R’s potential power output, but did say “we have plenty of room to grow [with the 4.0-litre engine].” Currently the 4.0-litre V8 produces 375kW/750Nm in the AMG GT S. Future models will see AMG step even further along the hightech route. Moers revealed he sees a future where AMG models are powered purely by electricity and confirmed his engineers are already developing electric drivetrains that could manifest in a number of different forms. “Electrification makes more sense to me than performance diesels,” he said. “We are looking at everything from plug-in hybrids to pure electric and electric turbos because we are not in position to exclude something from our portfolio. So we’ll do work on several programs at once to find our own path on electrification for the future.” But while Moers sees electrification as inevitable, he’s quick to assure AMG fans that future electric models will retain the brand’s character. “Sound is crucial to AMG, so we will find a solution,” he said. “We found one with the SLS Electric Drive and we know it’s important.” The 552kW SLS AMG Electric Drive, which in 2013 claimed the title as the world’s quickest production electric car with a 0-100km/h sprint of 3.9sec, pumped artificial noise into the cabin during acceleration via its audio system. What’s unlikely to have a long future is AMG’s mighty 12-cylinder engine. Moers confirmed that AMG’s iconic 6.0-litre twin-turbo V12 is under threat due to evertightening emission laws. “We do have V12 aficionados worldwide who want us to keep it, but the V12 segment no longer represents AMG as a brand. There are customers that are very interested in that engine in that exclusive segment, so we are responsible for engineering a V12 and it’s up to us to give the V12 a future. But that’s not decided.” Moers said recent changes to China’s emissions rules have placed the V12’s future in jeopardy. “That’s giving us a big headache with the V12, so it’s a question of how we proceed. That’s what we’re discussing in the company now.”
  • Porsche North America Racing achieve podiums at Daytona.

    Porsche North America Racing started the 2016 WeatherTech United SportsCar Championship with a third place finish in the GTLM class at the 54th Rolex 24 Hours of Daytona. The no.912 Porsche 911 RSR of Earl Bamber, Frйdйric Makowiecki and Michael Christensen battled through an unusually attritional race to take the final step on the podium, although it was nearly so much more for the factory Porsche squad. A wet qualifying session on the Thursday, disrupted by torrential rain, saw the no.911 and no.912 Porsches lock out the front row of the grid in the hands of Nick Tandy and Makowiecki respectively. Such was the GTLM field’s dominance in the wet, the two 911 RSRs actually set the fastest times overall but, thanks to IMSA’s rules, would be forced to start behind the prototype machinery. During the race’s opening hour, Tandy (as is now becoming customary in the USCC) raced into an early lead as the no.912 dropped back into a dogfight with the works Corvettes and BMWs. By the six-hour mark, the two factory Porsches crossed the line onetwo, with the no.911 still narrowly leading. However, through the night - heavily disrupted by multiple full-course caution periods - the momentum swung toward the no. 912 RSR. By dawn, the 54th Rolex 24 had boiled down to a battle between the two Porsches and the no.3 and no.4 Corvette duo. But, with Kйvin Estre at the wheel, the no.911 slowed dramatically on the banking with around five hours to go, a broken driveshaft forcing a lengthy stop for repairs leaving the no.912 to battle on alone. Patrick Pilet would eventually re-emerge in the 2015 championship-winning entry to help it on its way to some useful points in eighth place. After the final round of stops inside the last hour, Bamber found himself once again in the class lead. However, after being hunted down by Oliver Gavin in the no.4 Corvette, the Kiwi racer was nudged out of the lead at the turn five hairpin. With around 20 minutes remaining, the second Chevrolet - in the hands of Antonio Garcia - also found a way through, this time at the Bus Stop chicane, leaving Bamber to watch on as the two Corvettes fought it out for victory. Despite coming close, the two GM cars never came to blows, as Bamber brought the no.912 machine home in third for the crew’s first podium since ViR last August.
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